DOCSLIB.ORG

Siemens Written Submission to the Transport Select Committee on UK

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Siemens Written Submission to the Transport Select Committee on UK Written evidence from Siemens plc (RSP 08) EXECUTIVE SUMMARY Siemens plc is a major UK employer of 16,000 people. One of its key business activities is rolling stock supply and maintenance. Siemens plc, along with a number of other rolling stock suppliers all with international parent companies, has participated in various procurement exercises in the UK rail market over the past 10 years. As is the nature of competition, Siemens plc has won certain tenders and not others. Siemens plc now has over 300 Siemens trains (1500 rail vehicles) in service with various operators. This written submission sets out Siemens plc’s position on a number of key points in relation to UK Rolling Stock procurement (excluding the London Underground market) but also various issues that have been raised since the selection of Siemens plc by the Department for Transport (DfT) as the preferred bidder for the Thameslink Rolling Stock Procurement Project (TRSP). In summary: The opening up of competition in the UK rail market post privatisation has resulted in INTRODUCTION 1. Siemens plc has been present in the UK for 168 years, and is now a major UK-wide employer. We employ 16,000 people in the UK (largely UK nationals), of whom around half are involved in manufacturing and engineering across our key Sectors of Energy, Healthcare and Industry (a fourth Sector, covering Infrastructure and Cities, will be established on 1st October 2011). The company has an annual turnover of £4.1bn in the UK, and contributes significantly in direct and indirect taxes to the UK Exchequer. Siemens annual purchase volume in the UK is in the order of Euro 1.5bn, which in turn secures many thousands of jobs in the supply chain. 2. Siemens plc is committed to the UK manufacturing sector and currently has 13 manufacturing sites in the UK, involving a range of technologies. For example: a. 15,000 traffic signals for the UK and 28 international markets are manufactured at Siemens Traffic Solutions in Poole, officially ‘Britain’s best factory’ (Works Management / Manufacturing Institute Awards 2010). b. Industrial gas turbines for power plants are manufactured at Siemens Industrial Turbomachinery in Lincoln. 90% of the turbines are exported, with 3,690 engines sold to date. c. Siemens MRI scanners and more than a third of all MRI scanners installed in hospitals around the world have at their heart a superconducting magnet designed and manufactured by Siemens Magnet Technology in Eynsham, Oxfordshire. d. High efficiency motor drives exported to 78 countries globally are made by Siemens Standard Drives in Congleton. More than 1.3 million drives are produced per year, saving customers 4 million tonnes of CO2 per year. 3. Siemens plc has a strong track record of investment in the UK. For example, the company has recently announced: a. Inward investment of around £80m in Hull establishing a wind turbine manufacturing plant to capitalise on the growing market for offshore energy. The factory will create up to 700 new direct jobs as well as additional employment in the supply chain in the Humber region. b. £30m investment in the Siemens Urban Sustainability Centre in London’s Docklands, demonstrating Siemens’ commitment to creating sustainable cities. The centre will attract 100,000 visitors every year, from city mayors, global experts, city planners and officials to members of the local community, school children and post graduate students. c. The creation of up to 340 new jobs at a new Renewable Energy Engineering Centre being built in Manchester. d. £8m at Siemens’ Newcastle site, where Siemens will officially open a Fossil and Renewable Energy Training facility in September this year, a key investment to address the skills requirement in the North East of England. 4. As a result of our existing and planned investments in the UK economy, Siemens is deeply committed to the development of UK jobs and skills. As an example, Siemens is this year recruiting over 100 apprentices across its business in this country. UK ROLLING STOCK MARKET 5. The Rolling Stock market in the UK has a number of major UK based suppliers with international parents, they are: a. Siemens plc with its parent based in Germany b. Bombardier Transportation UK Limited with its parent based in Canada and headquarters in Germany c. Hitachi Europe Limited with its parent based in Japan d. Alstom Transport with its parent based in France 6. Based on information available to Siemens, since privatisation and the opening up of the UK market to competition, the commuter rail market share of Diesel Multiple Unit (DMU) vehicles and Electric Multiple Unit (EMU) vehicles between the various rolling stock suppliers is shown in the following graphs: Electric Multiple Units 4,000 3,500 3,000 2,500 2,000 1,500 1,000 500 0 total alstom bombardierCAF hitachi siemens Commuters - EMU since Privatisation Quantity of Individual Vehicles - March 2010 Cars 3,689 304 2,020 0 0 1,365 % Share 100% 8% 55% 0% 0% 37% Diesel Multiple Units 900 800 700 600 500 400 300 200 100 0 total alstom bombardierCAF hitachi siemens Commuters - DMU since Privatisation Quantity of Individual Vehicles Cars 849 70 557 69 0 153 Share 100% 8% 66% 8% 0% 18% 7. Following privatisation of the Railway industry in the mid 1990s the management of procurement of Rolling Stock has predominantly been undertaken by either Train Operating Companies directly or via their appointed procurement consultants or by the DfT. a) Train Operating Companies directly or via their appointed procurement consultants: i) In summary, procurement is conducted in accordance with European Procurement Law. It involves the issue of an OJEU Notice (call for competition) by the procuring entity inviting companies interested in Rolling Stock provision (and separately financing) to prequalify to participate. ii) The interested parties then submit pre-qualifications to the procuring entity (or in some cases using automatic pre-qualification systems for example Link-Up) and a short list of prequalified bidders is developed by the procuring entity. iii) An Invitation to tender is issued to the pre-qualified tenderers specifying the scope of the procurement together with the relevant evaluation criteria that will be used to assess the tender submissions – these are often very detailed documents. iv) Suppliers then develop their tender strategies by focussing on what the procuring entity is looking to buy and how the bids would be evaluated – this is a critically important element for a supplier in developing a winning bid. To give some examples: - If the number of seats is weighted highly in the evaluation criteria, the supplier would look carefully at the layout of the train and the location of equipment cubicles to ensure that they maximise furnishable space; - If ‘deliverability’ is weighted highly in the evaluation criteria, the supplier would put particular emphasis on how they will demonstrate to the buyer that what they are offering will be delivered in accordance with the contract; - If the whole lifecycle cost is highly weighted in the evaluation criteria, this could drive the supplier to maximise the period between maintenance, drive a reduced spares consumption rate or reduce operating costs such as electricity consumption. v) In parallel the procuring entity would normally select a financier to fund the purchase for example a Rolling Stock Leasing Company. vi) Following the selection of the successful supplier, the required stand still letters are issued in accordance with EU procurement law and after the standstill period the contract between the supplier and the procuring entity can be concluded. vii) The diagram below shows a typical contractual structure with the relevant parties. Department for Transport S54 Trains Dir A RSLA Train Owner Train Operator MSA TSA Name ROSCO S54 TSA Train Manufacturer & Maintainer (Supplier) Key: S54 – Section 54 undertaking by government for a guaranteed usage period to encourage investment in the Railways; Dir A – Direct Agreement enabling step in rights in certain circumstances; TSA – Train Service Agreement; MSA – Manufacturing Supply Agreement; RSLA – Rolling Stock lease Agreement viii) Examples of procurement contracts that have been conducted since privatisation are shown in the table below. The participants and the successful bidders are shown, with the successful bidder is underlined. South Eastern = Bombardier / Alstom c2c 1 = Bombardier / Alstom c2c 2 = Bombardier / Siemens Great Eastern (NXEA) = Siemens / Bombardier / Alstom South West Trains = Siemens / Bombardier / Alstom ScotRail 1 = Alstom / Bombardier / Siemens South Eastern Metro = Bombardier / Hitachi Southern 1 = Bombardier / Siemens / Alstom Southern 2 = Bombardier TransPennine Express = Siemens / Bombardier / Alstom London Midland 1 = Siemens / Hitachi London Midland 2 = Siemens / Hitachi / Bombardier ScotRail 2 = Siemens / Bombardier Stansted Express = Bombardier / Siemens London Overground = Bombardier / Siemens / Hitachi b) Department for Transport i. The DfT also procures Rolling Stock, following much the same process as outlined above, but it tends to do this for projects with much more of a National Strategic dimension for example the proposed Diesel Multiple Unit tender (that was subsequently cancelled due to the electrification of the network), the Intercity Express Programme and Thameslink. ii. In both the Intercity Express Programme and Thameslink, bidders were asked to commit long-term equity and arrange debt from numerous sources in the market to fund the deal. iii. An
Load more

Recommended publications
  • Investor Presentation 2019
    Eversholt Rail Investor Presentation 2nd December 2019 Contents • Strategic context • Refranchising, opportunities and challenges • New and existing fleet management • Financial overview • Conclusions • Q&A 1 Executive summary • 2015-2018 characterised by investment to grow balance sheet • General election result and Williams Review should set the industry’s direction of travel over the medium term • Business focused on long-term value while addressing strategic challenges and opportunities • Contracted new build programmes coming to a very successful conclusion: C802 fleet fully delivered, C397 in advanced state of delivery and C195/C331 fleets progressing well • Management effort shifting to maximising opportunities for fleets with leases expiring in the near future and exploring attractiveness of alternative growth opportunities 2 Strategic context Strategy Great Trains, Great People, Great Future To be recognised as the expert provider of transport asset financing and Vision asset management for the long term Two strands to our strategy: 1 Optimise our current portfolio through maximising asset utilisation and investing to enhance residual value (RV) 2 Developing opportunities for further growth in transport sector Maintain investment discipline: we will continue to be selective in choosing growth opportunities ensuring that they are the right assets for our portfolio Great Trains Great Great People Great Great FutureGreat C802 all units in service Company offsite C397 in service 2019 4 2019 – pressures across the rail industry Reshaping
    [Show full text]
  • Diesel Multiple Unit (DMU) Fact Sheet February 2016
    Oasis Rail Transit Diesel Multiple Unit (DMU) Fact Sheet February 2016 Approximately 17 miles in length, the proposed Oasis Rail Transit corridor extends between downtown Cincinnati and the City of Milford and would initially be served by seven stations. In addition to providing a new rail-based regional transportation option serving Eastern Corridor communities, the Oasis line would also offer new opportunities for community enhancement and development. PREFERRED RAIL VEHICLE TYPE: DMU One of the most prominent features considered for the Oasis line is the actual rail vehicle (or train) that would transport passengers to their destinations. Early studies completed for the Eastern Corridor Program recommended that self-propelled passenger coaches be considered as the preferred rail vehicle type. Further studies explored in more detail the technologies available for the line including: • Diesel-powered locomotives pulling single or bi-level passenger coaches • Electrically-powered streetcar-type vehicles • Electrically-powered light rail vehicles call Electric Multiple Units (EMU/LRT) • Diesel-powered passenger cars (Diesel Multiple Units or DMUs) The results of those studies confirmed that diesel-powered passenger cars, or DMUs, would be the most appropriate technology for the Oasis Rail Transit line. Features of DMUs that made it stand out beyond other rail vehicle choices included: • DMUs are flexible in terms of operational capabilities and can efficiently serve the 17-mile Oasis corridor – which is too short for traditional “push-pull” locomotives and coach cars but More information about rail generally too long for streetcar-type vehicles – and efficiently vehicles is available in the Oasis manage the spacing between stations.
    [Show full text]
  • Realizing the Potential of Diesel Multiple-Unit Technology
    00_TRN_286_TRN_286 7/11/13 5:04 PM Page 11 Realizing the Potential of Diesel Multiple-Unit Technology Research Overcomes Barriers THOMAS C. CORNILLIE P esigners of railroad vehicles long have recognized HOTO : T D the efficiencies achievable by locating propulsion HOMAS within a passenger-carrying vehicle, eliminating the need C. C for a separate locomotive. Although various designs of ORNILLIE vehicles powered by steam- and gasoline-fueled engines came into service starting in the 1890s, “diesel multiple unit” (DMU) emerged as a term-of-art in the late 1930s to describe vehicles that could operate as single cars or be combined to form a longer train. For the past 60 years, the rail diesel car (RDC) has epit- omized DMU technology in North America. The Budd Company of Philadelphia built nearly 400 RDCs between 1949 and 1962. These cars quickly gained a reputation for The Denton County Transportation Authority operates DMU vehicles between Denton, Texas, and a connection with the reliability, for adaptability to a range of services, and for Dallas Area Rapid Transit System at Carrolton. Couplings that the ease of making incremental technological upgrades. consolidate power and control connections into a single As federal policy structures for supporting transit couple—a standard feature on current DMU designs— investments solidified in the 1970s, DMU technology facilitate adapting train configuration to ridership demand. offered a way to improve the efficiency of commuter rail service. Revenue service demonstrations of European the intent of FRA crashworthiness regulations, coupled DMUs were carried out with federal funding; however, with regulatory reforms, has opened the door in Ameri- these efforts did not lead to the deployment of new tech- can and Canadian cities to DMUs incorporating proven nology.
    [Show full text]
  • North Wales Coastal Extension
    Train Simulator – North Wales Coastal Extension North Wales Coastal Extension: Crewe - Holyhead © Copyright Dovetail Games 2019, all rights reserved Release Version 1.0 Page 1 Train Simulator – North Wales Coastal Extension Contents 1 Route Map ............................................................................................................................................ 5 2 Rolling Stock ........................................................................................................................................ 6 3 Driving the Class 175 'Coradia' ............................................................................................................ 8 Cab Controls ....................................................................................................................................... 8 Key Layout .......................................................................................................................................... 9 4 Class 175 'Coradia' Systems ............................................................................................................. 10 DSD ................................................................................................................................................... 10 DRA ................................................................................................................................................... 10 Manual Door Control ........................................................................................................................
    [Show full text]
  • Potentials of Alternative Propulsion Systems for Railway Vehicles – a Techno-Economic Evaluation
    2014 Ninth International Conference on Ecological Vehicles and Renewable Energies (EVER) Potentials of Alternative Propulsion Systems for Railway Vehicles – A Techno-Economic Evaluation Johannes Pagenkopf, M.Sc. Stefan Kaimer, M.Sc. German Aerospace Center, German Aerospace Center, Institute of Vehicle Concepts, Institute of Vehicle Concepts, Rutherfordstraße 2 Rutherfordstraße 2 12489 Berlin, Germany 12489 Berlin, Germany Email: [email protected] Email: [email protected] Abstract—This paper discusses alternative propulsion First, relevant alternative propulsion systems are briefly systems for heavy railway vehicles. First, edge conditions discussed. Then, the drivetrain’s potentials and drawbacks such as drivers and roadblocks for the implementation of in terms of technical, economical and operational aspects alternative propulsions in railway vehicles are discussed. For are briefly addressed with a particular focus on battery operations on a non-electrified railway route, the required electric multiple units (BEMU) and fuel cell multiple units main propulsion components of a battery electric multiple unit and of a fuel cell multiple unit are roughly dimensioned (FCMU). and economically compared with a benchmark diesel In the subsequent case study, the drivetrains of a multiple unit, the BR 612 of Deutsche Bahn. The non- BEMU and a FCMU are roughly designed and electrified route from Ulm to Oberstdorf was considered as a economically evaluated against a conventional diesel reference route for the simulation and drivetrain layout. Our multiple unit (DMU). analysis finds that alternative drive concepts hold a high potential for future railway vehicles, depending on the boundary conditions. III. ALTERNATIVE PROPULSION SYSTEMS IN (HEAVY) RAIL SYSTEMS Keywords — railway; life cycle costs; alternative propulsion; fuel cell; battery electric; simulation.
    [Show full text]
  • Rail Accident Report
    Rail Accident Report Buffer stop collision at Chester station 20 November 2013 Report 26/2014 November 2014 This investigation was carried out in accordance with: l the Railway Safety Directive 2004/49/EC; l the Railways and Transport Safety Act 2003; and l the Railways (Accident Investigation and Reporting) Regulations 2005. © Crown copyright 2014 You may re-use this document/publication (not including departmental or agency logos) free of charge in any format or medium. You must re-use it accurately and not in a misleading context. The material must be acknowledged as Crown copyright and you must give the title of the source publication. Where we have identified any third party copyright material you will need to obtain permission from the copyright holders concerned. This document/publication is also available at www.raib.gov.uk. Any enquiries about this publication should be sent to: RAIB Email: [email protected] The Wharf Telephone: 01332 253300 Stores Road Fax: 01332 253301 Derby UK Website: www.raib.gov.uk DE21 4BA This report is published by the Rail Accident Investigation Branch, Department for Transport. Buffer stop collision at Chester station 20 November 2013 Contents Summary 5 Introduction 6 Preface 6 Key definitions 6 The accident 7 Summary of the accident 7 Context 8 The investigation 12 Sources of evidence 12 Key facts and analysis 13 Sequence of events 13 Background information 16 Identification of the immediate cause 21 Identification of causal factors 22 Factors affecting the severity of consequences 35 Previous
    [Show full text]
  • CAF Annual Report 2018
    ANNUAL REPORT/2018 LETTER FROM THE CHAIRMAN 2 DIRECTORS' REPORT OF THE CONSOLIDATED GROUP 7 CAF Group business model and outlook 8 Business performance and results 10 Commercial activity 12 Industrial activity - Railway segment 14 R&D+i activity - Railway segment 16 Solaris 18 Investments 20 Main risks and uncertainties 22 Liquidity and capital resources 24 Stock market information 26 Other information 27 CONSOLIDATED NON-FINANCIAL INFORMATION STATEMENT 28 Environmental activity 30 Human resources 34 Respect for human rights 42 Fighting corruption and bribery 44 Social matters 48 AUDITOR'S REPORTS 57 FINANCIAL STATEMENTS OF THE CONSOLIDATED GROUP 69 Balance Sheets 70 Statements of Profit or Loss 72 Statements of Comprehensive Income 73 Statements of Changes in Equity 74 Statements of Cash Flows 75 Notes to the Consolidated Financial Statements 76 APPROVAL BY THE BOARD OF DIRECTORS 143 Resolutions submitted by the Board of Directors for approval by the Shareholders' meeting 144 PROPOSED DISTRIBUTION OF INCOME 145 BOARD OF DIRECTORS 145 SUPPLEMENTARY INFORMATION 147 Consolidated Statements of Financial Position 148 Consolidated Statements of Profit or Loss 150 ANNUAL REPORT 2018 Translation of a report originally issued in Spanish. In the event of a discrepancy, the Spanish-language version prevails. This publication, which is also published in Basque, French and Spanish, includes the legal documentation relating to CAF and Subsidiaries. More information on CAF and its products, together with the information required by law for shareholders and investors, can be obtained on the website www.caf.net LETTER FROM THE CHAIRMAN Dear Shareholder, Let me first extend you my warmest greeting.
    [Show full text]
  • Rolling Stock: Locomotives and Rail Cars
    Rolling Stock: Locomotives and Rail Cars Industry & Trade Summary Office of Industries Publication ITS-08 March 2011 Control No. 2011001 UNITED STATES INTERNATIONAL TRADE COMMISSION Karen Laney Acting Director of Operations Michael Anderson Acting Director, Office of Industries This report was principally prepared by: Peder Andersen, Office of Industries [email protected] With supporting assistance from: Monica Reed, Office of Industries Wanda Tolson, Office of Industries Under the direction of: Deborah McNay, Acting Chief Advanced Technology and Machinery Division Cover photo: Courtesy of BNSF Railway Co. Address all communication to Secretary to the Commission United States International Trade Commission Washington, DC 20436 www.usitc.gov Preface The United States International Trade Commission (USITC) has initiated its current Industry and Trade Summary series of reports to provide information on the rapidly evolving trade and competitive situation of the thousands of products imported into and exported from the United States. Over the past 20 years, U.S. international trade in goods and services has risen by almost 350 percent, compared to an increase of 180 percent in the U.S. gross domestic product (GDP), before falling sharply in late 2008 and 2009 due to the economic downturn. During the same two decades, international supply chains have become more global and competition has increased. Each Industry and Trade Summary addresses a different commodity or industry and contains information on trends in consumption, production, and trade, as well as an analysis of factors affecting industry trends and competitiveness in domestic and foreign markets. This report on the railway rolling stock industry primarily covers the period from 2004 to 2009, and includes data for 2010 where available.
    [Show full text]
  • Class 156 Diesel Multiple Unit
    Class 156 Diesel Multiple Unit Contents How to Install........................................................................................................................................................................................................... 2 Technical Information .......................................................................................................................................................................................... 3 Liveries ........................................................................................................................................................................................................................ 4 Cab Guide ............................................................................................................................................................................................................... 15 Keyboard Controls ............................................................................................................................................................................................... 16 Features .................................................................................................................................................................................................................... 17 Cab Variants ....................................................................................................................................................................................................
    [Show full text]
  • TCRP Report 52: Joint Operation of Light Rail Transit Or Diesel Multiple
    CHAPTER 4: INVENTORY AND DESCRIPTION OF RAIL TRANSIT VEHICLES CURRENTLY AVAILABLE FOR POTENTIAL JOINT OPERATION WITH RAILROADS 4.1 OVERVIEW ! Electrical Systems ! Brakes, Wheels, Trucks, and The broad range of rail transit vehicles that Couplers (LRVs have might be considered for joint use needs to electronic/redundant braking) be identified, along with the characteristics ! Systems (Operations and that differentiate them. The range of Maintenance) vehicles is based upon a variety of LRT and DMU types of equipment, including Resulting standards will be included in an railroad derivative FRA-compliant and FRA rulemaking procedure wholly or in LRV derivative DMUs, but not including part, eventually producing a new set of conventional commuter railroad equipment requirements for railcar construction, (see Figure 4-1 and Table 4-2). maintenance, inspections, and testing. As of January 1, 1997, all states having rail Furthermore, DMU development has transit not regulated by FRA must have recently been focused on more than that of had state safety oversight in place. This LRVs, because the DMU has a much wider includes the AGT people movers, as in range of designs and characteristics. The Detroit, and vintage trolley operations, as newer (less familiar to U.S. markets) LRT in Memphis. derivative DMU option is generally less costly and more likely to be attractive as a Many different types of DMU and LRT rail "new start." The lighter DMUs are vehicles are available outside North sometimes referred to as DLRV (diesel America. Their key characteristics, and light rail vehicles) and can serve as a their compatibility to operate jointly on precursor to LRT.
    [Show full text]
  • Finished Vehicle Logistics by Rail in Europe
    Finished Vehicle Logistics by Rail in Europe Version 3 December 2017 This publication was prepared by Oleh Shchuryk, Research & Projects Manager, ECG – the Association of European Vehicle Logistics. Foreword The project to produce this book on ‘Finished Vehicle Logistics by Rail in Europe’ was initiated during the ECG Land Transport Working Group meeting in January 2014, Frankfurt am Main. Initially, it was suggested by the members of the group that Oleh Shchuryk prepares a short briefing paper about the current status quo of rail transport and FVLs by rail in Europe. It was to be a concise document explaining the complex nature of rail, its difficulties and challenges, main players, and their roles and responsibilities to be used by ECG’s members. However, it rapidly grew way beyond these simple objectives as you will see. The first draft of the project was presented at the following Land Transport WG meeting which took place in May 2014, Frankfurt am Main. It received further support from the group and in order to gain more knowledge on specific rail technical issues it was decided that ECG should organise site visits with rail technical experts of ECG member companies at their railway operations sites. These were held with DB Schenker Rail Automotive in Frankfurt am Main, BLG Automotive in Bremerhaven, ARS Altmann in Wolnzach, and STVA in Valenton and Paris. As a result of these collaborations, and continuous research on various rail issues, the document was extensively enlarged. The document consists of several parts, namely a historical section that covers railway development in Europe and specific EU countries; a technical section that discusses the different technical issues of the railway (gauges, electrification, controlling and signalling systems, etc.); a section on the liberalisation process in Europe; a section on the key rail players, and a section on logistics services provided by rail.
    [Show full text]
  • The Bulletin THIRD AVENUE BUILT ITS LAST TROLLEY CAR
    ERA BULLETIN - FEBRUARY, 2015 The Bulletin Electric Railroaders’ Association, Incorporated Vol. 58, No. 2 February, 2015 The Bulletin THIRD AVENUE BUILT ITS LAST TROLLEY CAR Published by the Electric 75 YEARS AGO Railroaders’ Association, Incorporated, PO Box 3323, New York, New In the previous issue, we explained how curve. York 10163-3323. Third Avenue Railway started to modernize As soon as the 1200s were placed in ser- its fleet in 1930. In this issue, we will list the vice, the following cars were transferred or changes in assignments that took place taken out of service and scrapped: For general inquiries, contact us at bulletin@ when the rebuilt 1200s were placed in ser- CAR HOUSE erausa.org. ERA’s vice on the following lines: website is DATE CAR FROM TO www.erausa.org. LINE FIRST 1200s ALL 1200s NUMBERS Editorial Staff: Webster and White January 6, March 7, 1934 May 5-17, 1934 234-241 Kingsbridge West Editor-in-Chief: Plains Avenue 1934 Farms Bernard Linder University Avenue June 17, 1934 August 13, May 9, 1934 188, 192- West out of ser- Tri-State News and 1934 Commuter Rail Editor: 196, 198, Farms vice Ronald Yee 163rd Street Cross- September 8, October 22, 199 (A) North American and World town 1934 1934 June- 451-475 Kingsbridge West News Editor: Ogden Avenue N/A December 20, September, Farms Alexander Ivanoff 1934 Contributing Editor: 1934 Jeffrey Erlitz July, 1934 1629-41, West out of ser- In 1935, we observed the following assign- 1650 Farms vice Production Manager: ment: David Ross August, 1934 235-246 West Kings- LINE CARS
    [Show full text]